pippy



April 30, 1929. O G. F. PlPPY 1,710,948

MULTIPLE THROTTLE FOR LOCOMOTIVES Filed June 25, 1927 2 Sheets-Sheet 1 INVEN TOR. Gefarye F. P J

BY Q/W A TTORNE Y.

April 30, 1929. G. F. PIPPY 1,710,948

MULTIPLE THROTTLE FOR LOCOMOTIVES Filed June 25, 1927 2 Sheets-Sheet 2 Gear e f." B A 0 INVENTOR.

BY Q

A TTORNEY.

Patented Apr. 30, 1929.

UNITED STATES GEQRGE F. PIPPY, OF EAST GRANGE, NEW

ASSIGNOR TO AMERICAN THROT- TLE GOMIAIJ'Y, INQ, OF NE n-f YORK, N, Z.

MULTIELE THRUTTLE' FOR LGGOMOTIVES.

for loconu in. United id V. M21 1 u ieiates to manque i 1 provision of an nisin for operating The invention is panyin orawirtudinal section ot a locomotive equipped v :lev.ice Fig". 2 being; an en portion of Fig. 1, Fig. 3 bei I on line 33 of Fi '.1, andl fication on the same scale In F 5,

Throttles of this multiple typ lcnown, and only as much of is, therefore, shown in the tire r clear the relative position ll device.

1 is the outer boiler sheet; 2 tne t i sheet, and 3 fiues extending bacl: r0 latter toward. the fire-box. The S? 4 is equipped with the steel: 5. he superheater header 6 has the usual transverse chamher 7 into which saturated steam is delivered from the steam space of the boiler through the dry pipe 8. From the transverse chamber 7 extend forward the usual subsidiary chambers or fingers 9 to which are secured the ends 1010 of the tubular super-heater elements 11-11. The other ends of these tubular elements are connected to subsidiary chambers 1212 which are in alternate relation to the subsidiary chambers 9-9 and communicate by means of the upward passages 1313 with the transverse chamber 14.

It was formerly usual practice to control the flow of the steam by means of a throttle located at the inlet of dry pipe 8 but it is now becomingcommon to place the controlling throttle between the outlet of the superheater and the steam pipes. This has certain ad vantages which are well. recognized. Instead of having one or two laru'e throttles however, to control the steam flow. the ad vantage of a comparatively large number oi? rather small valves has impressed itself on the locomotive engineering world, and the use of such a multiple throttle control in the location mentioned is becoming quite prevalent.

In the present case, these valves 15 1") are arranged in a line transverse to the smokebox as will be clear from Fig. 3. 1 shows only one of the valves. The valve housing 16 well 1.. 1O mane per part divh ed into an upper 2. middle s17" cc 1'? and a bottom 18 by means oi? the partitions 19 and 20. mentioned above, steam from the superheater is delivered into the top compartment the risers 1.3. Partition 19 is provided a series of ports controlled by the poppet- These valves seat in the direction the steam flow and are single seated. To

ha -ce them the lower partition 20 is proed w h the cvlindrical apertures 21 in wh ch recip' -ie balancing pistons 22. team is admitted into the r 18 by means of a smaller i This balancing valve l he more it ly explained further on, p in advance of the others and admits steam into hamber 18, thereby equalizing the pressure on the top and bottom of the valves 15. i

The steam roaches it two steam pipes 2 he stean chest-s through H 1 (Liewhich are in communication w th the niddle space 17.

My invention 1 a to the mechanism for operating the tln'ottles. I has been the practice heretofore toraise these throttles by means of or secured to a transverse shalt which can be rocked or rotated through an angle from the cab. lily invention does not depart :trom this general method of valve operation, but involves an improvement therein. The shaft is shown at 25. It has a bearing; 26 at one end of the heater and a second bear 2'? t e opposite end. the second end extending out through the smokebox the outer end being provided with the urn W from which extends back to the cab the operating rod 29.

Referring particularly to Fig. 2, the lower end 0;. the throttle 15 will be seen to. be equip ed w' h an upper collar 30 and a lower collar 81 with both ol which the cam cont Ls. This cam forms a portion oi the ember 33 which mounted on the shaft 25 in such a manner that 25 can rotate in it. The member is not keyed or otherwise secured directly to the sh- 25 but is actuated by means of t V l 25. t surfaces 30 and 36, being somewhat smaller than the space separating these two surfaces. valve has a "inger corresponding to it, and these fin ers are of different sizes as will be clearly seen in Fig. 2 where the upper por tions of lingers behind the front one can be seen above the one associated with the valve of that figure. The lower surfaces of all of the fingers Set are in line, however. As a re sult the opening movement of the shaft will open the valves sin-cessivel while the closing movement of the shaft wi i close them simultaneously and positively, and when they are closed they vill all be held closed by their respective lingers.

The advantages of this arrangement. are obvious. It provides tor positive closing of the throttles and moreover presents positive means for forcing the valves on their seats. It does not inter tore with the successive opening; of the several throttles, the advantages of which are well understood.

There may at times e some inequalities in the fingers 3a or in the lower surfaces 36 arist'rom either faulty mac ring. material lodging on these surfaces or wear. In such a case the lower surfaces of the fingers would not all be in contact with their corresponding surfaces 86 when the valves are closed. Fig. lshows a modification to take care of such a condition. tlmall leaf springs 3'? secured to the members 33 are interposed between the lingers and the lower surfaces 36. This UJ. evidently admits oi certain inequalities such as those spoken of.

I claim:

1. In a multiple throttle arrangement, the

combination of a plurality of alined valves, each equipped with surfaces pressure on which will tend to open or to close the valves lei-meetively members adapted to exert such opening Zillt closing pressures, a shaft provided with lingers act eating said members as the shaft rotated, the arrangement being such that the lin 'ers actuate the members in some order other than siniult to open the elves. and i-iinuiltaneously to close them.

In a multiple throttle arrangement. the combination of a plurality of alin d poppet valves; :1 "em on each valve with surfaces adapted for engagement by a cam; a shaft parallel to said i'ne oil stems; cams mounted rotatably on said shatt and adapted to engage said surfaces; and lingers secured to the shaft to engage the rams as the shaft is rotated and to give the cams rotary motion thereby mov- .ing the valves; the arrangement being such that the lingers e u e the cams in some order other than simultaneous to open the valves, and simultaneously to close them.

3. The combination according to claim 2, the cams being mounted on the shaft leaving tree a portion ottthe circumference, and the lingers being mounted on these free ares.

l. T he combination according to claim a s nking being interposed between each finger and the part of the cam engaged by it during the closing movement.

GEORGE F. PIPPY. 

